Train controlling and stopping system.



APPLIoATIoN FILED JUI: 2, i513.

Patented Allg. 4, 1914.

5 SHEETS-SHEET 1.

MR e W fw G. R. GUILD.

TRAIN GONTROLLING AND STOPPING SYSTEM.

' APPLICATION FILED JUN'IIzf Ism.

Patented Aug. 4, 1914 5 SHEETS-sunk.

/m/m/ar Gaye A. Gui/d G. R. GUILD. TRAIN GONTROLLING AND STOPPINGSYSTEM.

APPLICATION FILED JUNBZ, 1913.

1,106,092. Patented Aug. 4, 19x14.

5 SHEETS-SHEBT 3.

lm Mwm.

l ll/l/l/l/ G. R. GUILD'. TRAIN GONTROLLING AND STOPPING SYSTEM.

APPLICATION FILED IUNBZ, 1913.

l Patented Aug. 4, 1914.

5 SHEETS-SHEET 4.

/HVen/af Gear e Gui/d 5 SHEETS-SHEET 5.

G. R. GUILD.

TRAIN GONTROLLING AND STOPPING SYSTEM.

APPLICATION FILED JUNBZ, 1913. 1,1 06,092. Patented Aug.4,1914

Fy. //A

.1| l|I.I|ll| llllllllllllllllllJ Mfnesse UNITED sTATEs PATENT oEEioE.

GEORGE R. GUILD, OF FORT BAYARD, NEW MEXICQ, ASSIG'NOR OF ONE-HALF TO W.J. BROWNE, OE -FORT BAYARD, NEW MEXICO.l

TRAIN CONTROLLING AN'DSTOPIINGv SYSTEM..

Specification of Letters Patent.

Patented Aug. 4, 1914.

Application led June 2, 1913. Serial No. 771,237;

To all whom t may concern:

Be it known that I, GEORGE R. GUILD, an oiiicer of theUnited StatesArmy, stationed atFort Bayard, New MeXico have invented a certain newand useful Improvement in Train Controlling and Stopping Systems, ofwhich the following is a full, clear, and exact description, such-asWill enable others skilled in the art to which it appertains to make anduse the same, reference being had to the accompanying drawings, formingpart of this specifica-tion, in which- Figure l is a diagrammatic viewshowing various .mechanical and electrical devices forming a part of myimproved system, and which devices are carried by the locomotive. Fig. 2is a diagrammatic View of a portion of a track, the same being equippedand wired as contemplated .by my linvention. Fig. 2a is a diagrammaticviewof a modified form of the track Wiring and showing a polarized relayusing two sets of batteries' but no rcsistances. Figs. 3 and .4 arediagrammatic views of modified forms of the means utilized for makingand breaking circuit through the track magnets at the proper time. Fig.is a vertical sectional view taken through the centerof a trough or'railsection in which is arranged a series of track magnets. and also showinga coil carrying shoe which passes over 'said trough or rail section forthe purpose of setting up an induced current through said coils andwhich current is essential in the operation of my improved system. Fig.(3 is a vertical sectional view similar' to Fig. 5 and showing amodified form of the shoe which rides over the track magnets. Fig. 7 isa vertical sectional view of the speed control device forming a part ofmy improved system, and which device is preferably located on one of theaxles of the engine. Fig. 8 is a view l similar to F ig. 7 and showingthe position of parts of the speed control device when in action underhigh speed. Fig. 9 is a cross sectional view of certain-contact housingsand Contact actuating devices which are arranged adjacent to one of thetrack rails near the ends of thc trough or rail section containing thetrack magnets. Figs. 10 to lT inclusive are diagrammatic views ofcertain oi the circuits of my improved system, and in theseillustrations the circuits shown in solid lines indicate the circuitswhich are active under certain conditions.A

My invention relates to a train controlling and stopping-system whereincertain electrical and mechanicall devices arranged' adjacent to thetrack and upon a locomotive are utilized in conjunction for preventingan engine from being drivenpas't a semaphore which is set at danger,thev stopping.

action being brought about by the automatic shutting oli of the steam onthe locomotive and simultaneously, the setting of the air brakes.

The principal object of my invention is to provide a comparativelysimple system for controlling the speed of a locomotive .and controllingthe passage thereof beyonda semaphore set at danger, which system canbei easily and cheaply installed, which conforms to the requiredstandards of clearance of rolling stock and track structure, andwhichsystem isequipped with certain devices whereby the actions or`operationsv of the system are permanentlyV recorded and also called tothe attent/ion-of'the'engineer by means of visible and audible-signals.l

In the drawings, and in the following description, I have shown anddescribed my improved system as utilized in connection .with semaphoresarranged adjacent to the track, but .my improved system may be used asan interior cab block system complete by omitting the track semaphoresand their controlling relays.

p lVith the abovejandother'objects in view, my invention consists incertain' novel features'of construction and arrangement of partshereinafter more fully describedV and claimed.

The railway trackwith which my improved s stem is combined is dividedinto.

blocks o suitable length, and in Fig. 2, I have show-n the right handend of a block designated l and an adjacent portion of the track ofblock 2 and its semaphore. A set of the track magnetsand connectionsabout to be described are locatednear each end of each block, one setbeing adapted to operate the semaphores as the train moves in one direction, and the opposite set being adapted to move the semaphores as thetrain moves inthe reverse direction. The parts shown in Fig. 2 areadapted to be operated as a locoioo .motive moves from block 1 towardand on to block 2. In Fig. 2, the trackrails are designated by thenumerals 20 and 21 and adjacent to the rail 21 is a short rail or trough2,2 containing a series of magnets 23 connected in series or in parallelor in multiple series as desired. Arranged directly opposite these trackmagnets and adjacent to the rail 20`is a short rail 24 Which is adaptedto be engaged by a jaw lever that is carried by' the locomotive andwhich is hereinafter more fully described. Located adjacent to the trackrail 21 and near the ends ofl the rail or trough 22 are'contact make andbreak devices each comprising a block 25 Which normally occupies anelevated position With respect to the adjacent track rail as shown bydotted' lines in Fi 9 and this block is adapted to be depressed bythe'wheel of a passinglocomotive. The lower end of the block ispivotally connected to a lever 26, ulcrumed at 27, and normally heldelevated by a comparatively stili compressionspring 28. Locatedimmediately adjacent each blo'ck 25 is a plate 29 provided With anaperture through which operates a leg 31, the same beingpivotallyconnected to mthe lever 26. Arranged abovethe' plate 29 is asecond Aplate 32 Vwhich is adapted to be engaged and depressed by `ashoe Which is carried bythe engine and hereinafter more fully described,said plate being normally maintained in an elevated position by means ofspring 28 and by compression springs 33 which are comparatively lighteror Weakerthan the spring 28. Fulcrumed to the `pla-te 29 is a lever 34,one end of which is interposed be-V tween a stem depending from thecenter of the plate 32 and the upper end ot' the leg 31.

Located immediately adjacent each plate 29y isa housing 35 andpositioned therein is a cylinder 36 through Which operates a piston rod37, the same carrying avpiston 38, and arrangedl on top 'of said pistonWithin the cylinder is a compression spring 39. The lower end of thepiston rod 37 bears on the outer end of the lever 34, and the upper endof said piston rod normally bears against the underside of a contactspring 40 which is adapted to engage with a corresponding contact spring41. 'llhe upper end of the cylinder 36'is open so that the piston 38 canmove upward quickly, but said piston moves downward under the inluenceot' the spring 39 slowly by reason of the air coniined in the cylinderbelow the4 piston and which air escapes through a comparatively smallaperture 42 formed in the lower portion of said cylinder. Thisconstruction provides for maintaining the contacts 40 and 41 inengagement with each other for an appreciable length of time in order toenable a polarized relay Which is in circuit With said contacts to act.Spring 28 can only be depressed or overcome by an exceptionally heavyweight,

moaoaa' such as a locomotive or car Wheel engaging the block 25 and thusthe parts 35 and 32 Will be held :in their normal elevated positions andthey Will not be aiected by any normal Weight, as for instance theWeight of a person stepping on the plate 32.

43 designates a polarized relay and 44 the armature thereof, the 'samebeing adapted to contact with a point 45.

46 designates an ordinary relay magnet the armature 47 of Which isadapted to make contact with a point 48. The Contact point 48 iselectrically connected to the track magnets 23 by means of a conductor49 and the 4armature 44 of the polarizedrelay connected .to said magnetsby a conductor 50. Connecting the contactv point with the armature 47isaconductor 51 in Which is located a battery 52. Leading from one ,ofthe contact-.springs 41 to one side of a bat- Itery 53 is a conductor54, and leading fromthe opposite side of this battery to the oppositeone of said contact springs 41 is a conductor 55. Connecting the contactsprings 40 -is a conductor 56, and connecting the same with one of thecoils of the polarized relay 43 is a conductor 57. The opposite one offthe coils of the polarized relay is connected lto a conductor 58 inWhich is located resistances 59 and 60, the same beingk on oppositesides of the connection to the polarized relay iand having considerablymore resistance than said polarizedv relay. The track rail 20 of block 2is connected to relay magnet 46 by a conductor 6l, and leading from saidrelay magnet kto another relay magnet 62 'located adjacent to the end ofblock 2 of the track is a conductor 63. The armature 64 of Imagnet 62 isadapted to make Contact with a point 65, and connected to said armatureand contact point are conductors 66 `which lead to the electricallyoperating mechanism of a semaphore G7. rThis semaphore is of theordinary construction which is released electrically and pulled upwardinto a horizontal position by means of a counterweight to indicatedanger The semaphore and its electrical connections with the track railsare of ordinary Well known construction and form no part of myinvention.

Connecting the magnet 62 with the rail 21 of block 2 is a conductor 68.Located in cach block is a battery 69, the same being electricallyconnected to the track rails 2() and 21.

1n Fig. 2a l have shown a circuit for the polarized relay 43 using twosets of batteries but no rcsistances. In this arrangement, one set ofbatteries\ does not discharge current except during the time when eitherpair of the contacts 40 and 41 are closed. ln the arrangement shown inFig. 2, battcry53 is at. all times discharging current through theresistances 59 and60.

lln Figs. 3 and 4 I have shown modied arrangements for establishing andbreaking proper time. In Fig. 3, 2 0al and 21b desig.

nate an insulated portion of the track and when the wheels and axles ofa locomotive bridge these particular p ortions of the track as shown bydotted lines in Fig. 3, the current will take the path indicated byarrows' and themagnets 2 3 will be energized if the contacts@ and d. areclosed. In Fig. 4, the fiange of one of the wheels establishesconnection with a short rail section e and a circuit is set up throughthe various parts as shown by arrows in Fig. 4.

AThe shoe which passes over the trough or short rail section 22 andwhich is adapted to depress the plate 32, is shown in section in Fig. 5and comprises a main body 70 with which is formed integrally a tubularstem 71, the latter` being mounted for vertical movement in a bearing 72and which latter is attached to a fixed part of the locomotive frame. lj

I'nterpcsed between the bearing 7 2and the shoe is an expansive spring'73 which normally forces said shoe downward. The shoe 70 .is hollow, andpositioned therein is a series of Coils 74 of wire'wound on soft iro'ncores. The coils 74 are arranged immediately adjacent each other whilethe magnets 23 in the trough or rail 2 2 are placed apart so that whenthe shoe is positioned above the rail or trough 22, the coils willoccupy positions relative to the magnets 23 as shown in Fig. 5. The oddnumbered coils within the shoe are connected in series with eachotherand with coil 76 of a relay 75, the same being located at a suitablepoint in the locomotive cab. The even numbered coils within the shoe areconnected in series and also in series with coils 7 6a of the relay 75.The armature 77 of relay 7 5 is normally held away from its coils by'aretractile spring and this armature is adapted to contact with the point78.

In Fig. 6, I have shown a modified form of the shceand in thisconstruction afsoft metal plate 79 is arranged in the underside of theshoe, said plate being normally elevated by means of compression springs80 located beneath its ends. A plate 81 of suitable nonmagneticsubstance, such as wood, rubber or glass, is located beneath the platef79 for the andV journaled thereon is a lever comprisingv la pa1r ofmatingjaws 86 and 87, the same normally'occupyi'ng a verticalpositionlas shown by dotted lines in Fig. 'l and being -normally forced apartby-'an expansive coil Vspring 88. vThe upper end of jaw 86carries lacontact point 489 while the opposite j aw carries-a contact point 90,the same being normally in engagement with each other. Formed on theside of the jaw `87 is a lug 91, the same occupying a positionbetween'the free ends of a pair of flat springs 92,wl1ich latter areattached to a fixed part of the locomotive frame. Assuming that thelocomotive to which this lever is attached is moving toward the right,then said lever will, upon engagement with the short rail section 24,assume the position seen in solid lines in Fig. 1,' thereby closing thejaws, opening contacts 89 and 90 and causing the lug 91 to bear againstthe upper one of thefiat springs 92, said springs being substantiallystronger than the spring 88. Should the locomotive back up after passingthe rail section 24, the Alever comprising the jaws 86 and 87 will bemoved into a reverse position as shown byy dotted lines over` the lefthand portion of the rail section 24 in Fig. l, thereby overcoming theresistance olered by the lower one of. 'the flat springs 92 andpermitting the spring 88 to force the jaws apart, consequently makingcontact between the parts 89 and 90.

The automatic speed control device forming a part of my improved systemis illus trated in Figs. 7 and 8 andis constructed as follows: A hub 93islixed on one ofthe axles of the locomotive, said hub being raf` diallyslotted, and operating freely through the radial slots are plates 94.The hub 93 is inclosed by a suitable housing 95 which extends upward toinclose certain contact. points forming a part of the automatic speedcontrol. Arranged -for vertical movement within the housing 95 above thehub is a stem 96 carrying on its lower end a curved plate 97, and on itsupper end a horizontally disposed plate 98. One end'of a-pivotallymounted spring-held contact arm 99 rests lon one side of the plate 98,said contact arm being adapted to makecontact with a point 100. The freeend of a pivotally mounted spring-held contact arm 101 bears against theunderside of the plate 98 and is adapted to make Contact with va point102. A sprin 103 normally bears downward upon the p ate 98, said springbeing engaged by one end of a bell crank 104, the short arm of which isengaged by a thumb screw 105 which can be manipulated to shift theposition of the bell crank and consequently regulate the tension of thespring 103.

Under normal conditions, and while the locomotive is running at a low ormoderate speed, the plates 94 passing beneath the curved late 97maintain their positions within t e slots in the hub, and thus thecurved plate 97 stem 96 and plate 98 maintain their normal positionswith the contacts 101 and 102 closed and contacts 99 or abnormal speed,the plates 94 are thrown outward by centrifugal force as shown in Fig.8, thereby striking against and elevating the curved plate 97,consequently overcoming the resistance oiiiered by spring 103 and movingthe stem 96 and plate 498 upward, which movement opens contacts 101 and102 and closes contacts 99 and 100.

The plunger for operating the air and steam valves will now bedescribed.

106 designates the air valve and 107 the steam valve, and connected tothe stems of these valves are slotted levers 108v which overlieeach-other and which areoperatively connected to a plunger in the formof a rod 109. The upper end of this plunger forms the core of a solenoidcoil 110. Located on the plunger is a collar 111, and interposed betweensaid collar and the underside of the solenoid coil is a compressionspring 112. This spring is for the purpose of quickly moving the plungerdownward when the same has been released. Formed on the plunger 109 is alug 113, which, when said plunger is elevated, is engaged by theupwardly turned end of a latch 114, which latch is pivoted at 115 andcarries a contact arm 116 which is adapted to make Contact with a point117. This latch is normally held elevated by a retractile coil spring118.

119 designates a magnet, the armature 120 ont which when released and.pulled downward under 'the influence of a spring 121 is adapted to'strike against the outer end of the latch 114 and move the same upon itspivotpoint to free the upturned end of said latch from the lug 113.Formed on the plunger 109 isa lug 122, which, when the plunger movesdownward is adapted to engage a contact spring 123 and force the sameinto contact with a point 124. Formed in the side of the plunger 109 isa notch 125 which is adapted to be engaged by thel bolt of akey-operated lock 126, thus making it possible to lock theplunger in itselevated position. The bolt of 'this lock when moved forward to engagethe plunger bears upon a contact spring 127 and,

forces the saine into contact with a point 128. Fulcrumed a shortdistance below the plunger 109 is a hand lever 129 which can be manuallyactuated' to raise the plunger 109 to its normal position.

Located at a suitable point within the locomotive cab is an electricallyoperated device 130 which is adapted to record and register each timethe shoe 7 0 passes over one of the short rails or troughsl 22containing a series 'of track magnets. A conductor 131 leads fromthisrecorder to the contact points 78, and a conductor 132 leads from saidrecorder to a. conductor 133, which latter connects one of the magnetcoils 119 with the contact point 89. Leading from the opposite coil ofthe magnet 119 is a conductor 134 which is connected to the armature 77,and located in this conductor-is a battery 135. Located adjacent totherecording device 130 is `an electrically operated Yindicator 136which is for the purpose of indicating the speed at which the`locomotive is traveling and to show the engineer whether or not his`speed is suciently low to permit him to pass a block whichis set againsthim. Leading from one of the binding posts of this speed indicator toone of the coils of a magnet 137 is a conductor 138. A conductor 139leads from the opposite binding post of the speed indicator to thecontact point 100. Leading from the contact arm 99 to the opposite poleof the battery 141 is a conductor 140 in which is located a battery 141.A conductor 142 leads from-the Contact point 102 to the conductor 140 onone side of the battery 141 and aconductor 143 leads from` the contactlever 101 to the solenoid coil 110. A conductor 144' leads from theopposite end of this solenoid coil to one of the' Contact points of ahand switch 145l and from the other point of this switch a conductor 146leads and connects to the conductor 140 on the oppositeside of thebattery 141 from the conductor 142. An electrically operated recordingdevice 147 is arranged adjacentto the recorder 130 and the indicator 136and is for the purpose of recording each time the plunger 109 falls, andlocated adjacent thereto is a. hell 148 which rings each time saidplunger falls. Leading from a battery 149 Vto one of the binding'postsof the bell 148 is a conductor 150 and leading therefrom to one side ofthe recorder l147 is a branch con;

. ductor 151. Leading from the opposite side o lthe batteryV 149 to theContact 124 is a conductor 152 and leading from this conductor to thecontact point 128 is a branch conductor 153. Leading from the contactarm 123 to one ofthe binding posts of the bell is -a conductor 154 andleading therefrom to one of the binding posts of, the recorder`147 is abranch conductor 155. Electrically connected to the conductors 150 and154 adjacent tothe recorder 147 is an indicator 156 preferably' in theform of a red lamp which is lighted whenever the plunger 109 drops.Leading from the contact arm 116 is a conductor 157 which leads to thecontact point 127 in the lock 126. Electrically connected to thisconductor 157 .is`an indicator 158 preferably in the form of a whiteelectric lamp which is lightedv while everything is safe andv the systemis in proper operative condition. Electrically connected to theconductor 157 adjacent to the recorder 130 is an indicator 159 preferlare closed, thus showing that the bolt-of the v lock 126 is moved intoposition to lock the plunger 1 09 against movement.

Leading from the conductor 157 between the lamps 158 and 15,9 is abranch conductor 1 60 which is connected to the conducto-r 150 near theVbattery 149. The magnet 137 is provided with a spring-held armature 161which is adapted to make contact with a point 162, the samebeingelectrically connected to the conductor 133'which leads from the magnet119 to the 'contact point 89.

Leading from the contact point 90 on the jaw- 87 to the conductor 134isl a conductor 163 in which is located a resistance 164, and leadingfrom this conductor to the armature 161 is a conductor 165 in which islocated a resista-nce 166. These resistances are approximately equal toone anotherand to the resistance of recorder 130 in orderl to provideapproximately equal resistances for the current from battery 135, thecircuits being all in multiple.A Y

Assuming that a train is upon and passing over block 1 from the left tothe right hand :in Fig. 2 and that there is no train on block ,2:VCurrent' from battery 69 discharges-.through rail 2O of block 2 andcon'- ductor 61 to relay 46, thence"` back through conductor 63, relay62, conductor and rail 21 of block'2 back to the battery 69. Thiscurrent ow attracts the aramtures47 and 64, thereby holding armature 47incontact With point 48 and establishing l circuit through the conductor66 which leads to the actuating mechanism of the semaphore 67, therebydrawing the same downward to indicate safety Thus by the position ofthel arm of t-he semaphore 67, the engineer on the train on block 1knows that it is safe to proceed on to block 2. Relay 46 in conjunctionwith polarized relay 43 controls the flow of current to the trackmagnets 23. If there should be a train on block 2 then battery 69 willbe short-circuited bythe wheels and axles of this train and relays 46and 62 will release their respective armatures. Armature 64 upon beingreleased opens the circuit through conductor 66, thereby lpermitting thecounter-balancing weight in the semaphore 67 to elevate the arm toindicate danger. Armature 47 on being released opens the circuit throughthe track magnets 23 of block 1 and consequently, under the conditions,there will be no induced current in the magnets 74 carried bythe shoe,as the same passes over the track magnets 23.

In order that current may flow from battery 52 to the track magnets 23contacts 44 .and 45 and 47 and 48 must be closed. Con- `tacts 44 and 45are closed as follows: It will be understood that apolarized relayresponds to direction of current through its coils,

.hence the closing of contacts 40 and 41 by the shoe passing over anddepressing plate '32, which is in front of the track magnets of block 1,ermits the current from battery 53 to flow rom the positive pole throughconductor 54 to contact arm 41;` thence through contactl arm 40,conductors 56 and 57 and from left to right through polarized relay 43,thereby closing contacts 44 and 45; from thence through conductor 58through resistance 60 and back through conductor 55 to the opposite sideof the battery 53.. During this action some current '.fiows throughresistance 59 but this will be negligible as compared to the currentthrough the polar ized relay. Contacts 44 and 45 and 47 and 48 being nowclosed, the current flows from battery 52 throu h conductors 51 and 49and through the trac magnets and will continue to do so until one of thesets Vof contacts is opened. Contacts 47 and 48 may be opened by alocomotive running on to block 2 but contacts 44 and 45 cannot be opened`except by closing the contacts 40 and 41 within the housing 35 which islocated adjacent the v right hand end of the track batteries.

While the track magnets areenergized, the

passage of the shoe 70 ove'r said magnetswill cause an inducedalternating current to be set up in the coils 74 carried by the shoe andthrough the circuits connected to said coils,

if' said circuits be closed, as is the ca`se in myimproved construction.This induced current follows the same laws of current flow as indynamos, as the odd numbered coils in the shoe come into position abovethe magnets as shown in Fig. 5, the maximum change of magnetic ux isoccurring through the cores of these coils and the current generated inthem will be at maximum. -At this same instant the even numbered coilswill have a minimum ofchange of magnetic fiux and no current will be inthm. This 'condition vchanges with the passage of the shoe over thetrack magnets, the current at one time fiowing in the odd numbered coilsrising to a maximum therein as the current in the even numbered coilsfalls to minimum. The current, of course, changes direction but as longas there is any current at all flowing through relay magnet 75, itsarmature 77 will be attracted irrespective of the direction of thiscurrent, for the reason that the coils ot this relay' are not connectedelectrically and eithercoil alone is suiiicientto hold the armatureclosed when desired. The cur rentsgenerated in the two sets of coilsduring the passage of the shoe over the track magnets are approximately90o out of phase with one another; hence, relay 75 is never withoutcurrent as the shoe passes over the track magnets while the latter areenergized and varmaturel 77 vmakes Contact with the point 78 while saidshoe is passing over the track magnets.

lVhcn the modiied form of the shoe, as shown in Fig. 6, is used, thesprings 80 normally maintain the plate 79 elevated thereby holding thecontacts 83 and 84 y open and when the shoe passes over the trackmagnets the plate 79 is attracted, thereby permitting the contacts 83and 84 to close. Thuscontacts 77 and 78 are closed. As the locomotivecontinues toward the righthand'end of block 1, the lever `comprising thejaws 86 andv 87 will strike against and ride over the short rail section24, whereupon said lever lwill be turned from its normal verticalposition into the inclined position seen in solid lines in Fig. 1 andthe upper one of the springs92 acting upon the lug 91 will close the jaw87 against tie jaw 86, thereby opening contacts 89 and 90. Unlesscontacts 77 and 78 are maintained or unless the speed controller permitscontacts 161 and 162 to close,

vconductor 55, back to battery 53.

there will be no current in the engine magnet 119 andthe armature 120thereof will actuate the trip 114 to permit the plunger 109 to drop.Thus, it will be seen that when the engine is opposite the short railsection 24 and runningat normal speed, the signal devices and brakesareheld at their safe positions by reason of the contacts 77 and 78 beingclosed. As soon as lever comprising the jaws 86 and 87 passes off theshort rail section 24, the upper one of the springs 92 will restore saidlever to its normal vertical position and the spring 88 will separatethe jaws which brings about the engagement of the contacts 89 and 90.This action relieves the coils 74 from further responsibility of holdingthe signals at safe and the shoe may pass oii' the trough. 22 and thetrack magnets therein, thereby breaking the circuit to the relay 75 andpermitting the contacts 77 and 78 to open. The engine now passes overthel block 25 located to the right hand of the series of track magnets,and as said block is depressed by one of the locomotive wheels, thelevers 26 and 35 will be actuated to close the contacts 40 and 41,thereby permitting the current to How from battery 53 through conductor54, from thence through resistance 59; thence through polarized relayfrom right to left, open contacts 44 and 45; from thence throughconductor 57 to f and through conductor 56; through closed contacts 40and 41; from thence through During this action a small amount of currentflows through resistance 60, but, due to its excess of resistance overthe resistance of' .the polarized relay, said current is negligible. .Asthe shoe passes off the plate 32, this circuit closes, and the partsreturn to their normal positions, thereby opening contacts 40 and 41 andleaving the various parts of the system in their normal positions.

Plunger 109 is normally held elevated by latch 114, the same being heldin normal position by its spring 118.l The compression spring 112 tendsto move the plunger downward, but, of course, thisaction only 'takesplace when the latch 114 is released;

Magnet 119 receives current from the battery 135 while the circuit inwhich said battery is located is closed, and while said magnet isenergized it holds its armature 120 up ward, but when the current inthis circuit and through said magnet 119 is broken, the

armature 120 ispulled downward, thereby striking the rear end of thetrip 114 forcing the same downwardly and moving the upturned -upward endfrom beneath the lug 113. This permits the spring 112 to act,

thereby instantly moving the plunger 109 l downward and as a resultclosing steam valve 107 and opening air valve 106. As the trip 114 isthus actuated the contacts 116 and 117 are opened, thereby opening thecir* cuit to the white lamp and the same ceases to burn. The solenoidvcoil 110 when energized is of suicient strength to overcome the spring112 and thus by closing the switch 145 and establishing current through`said solenoid coil, the plunger 109-the upper end of which forms thecore of said solenoid-may be held up or pulled up after it has dropped,provided contacts 101 and 102 of the speed controlling deviceareiclosed, as they are under normal conditions. Thus the plunger 109can be drawn upward electrically only when the speed control device isat rest or revolving at a slow rate of speed. As the plunger 109 drops,the steam in the locomotive is cut oli' and the air brakes are set. Theengineer may now close hand switch 145 so that when the train has sloweddown the plunger will be again elevated, thereby opening the steam valveand closing the air valve in order to permit the train to proceed.1

Ars long as the train operates at slow speed, the plates 97 and 98 willnot be elevated by the speed control device and consequently `thecontacts 101 and 102 controlling the solenoid circuit will remainclosed. Under such conditions, the magnet 119 is receiving current andthus holds armature 120 up so that trip 114 is not affected. If for anyreason the solenoid 110 becomes inoperative, the plunger 109 can beelevated by manually operating the hand lever 129. The key operated lock126 permits the plunger to bev locked Vin its elevated position, buteven when so. locked, the trip 114 will be actuated every time thecircuit is broken lthrough magnet 119. The notch 125 in the' plunger-109 in which the bolt of the lock engages is of suiiicien-t length topermit the plunger to brakes would have been set were the plunger notlocked, and simultaneous .with this action, bell 148 will ring and lamp156 will be lighted.

As hereinbefore stated, the recorder 13.0v

records each time contacts 77 and 78 are closed and which action takesplace when' the shoe containing'the coils passes over the energizedtrack' magnets. Thecireuit in which the speed indicator 136-is locatedis contro-lled by contacts 99 and 100 and when said contacts are open,the pointer on said speed indicator is on the left hand side to indicatethat the train is running at a comparatively slow or safev speed. Whenthe speed control device is thrown into operation the contacts 99 and100 are closed, thus causing the speed indicator hand to move to theright, thereby indicating high speed andthe fact that the brakes will beset if the engine passes a semaphore arm set` at danger.v Armature 77contact 90 and armature 161 are all in multiple and for this reason theycontrol current to magnet 119. Hence, if any one of these three contactmembersis closed, magnet 119 will receiveV current, thereby holding its'armature 120 up and as a result plunger 109 will not be aected orpermitted to drop. Hence, to permit the plunger 109 to drop, all threeof the contacts j'ust mentioned must be open.

The contacts 116 and 117 control the cire cuit to the safety White lamp158 and thus as long as these contacts-are closed and while the trip 114is in its normal position, said white lamp will burn, indicatingfthatthe parts are heldin their normal or safe positions. Contacts 123 and124 control the circuit in which recorder 147, red-lamp 156 and bell 148are located and when the plunger 109 has dropped, either partially o-rwholly, these contacts will be closed,vthus 'making a record of the dropof said plunger and causing the Ylamp 156 to burn and the bell 148 toring. Contacts 127 Iand 128 control the circuit in which lamp 159 islocated and thus when the bolt of the lock 126 is moved to engage in thenotch 125 to lock the plunger in its elevated position, conf .tacts 127and 128 are closed, thereby closing the circuit in which lamp 159 islocated and causing the same to burn.

"In Figs. 10 to 17, inclusive,- I have shown a simplified arrangementofthe various circuits as they1 appear under different conditions, andfor the sake of convenience, I have placed the various pairs of contacts1n line.

the point 124, thereby closing the circuit in which the lamp'156, 1recorder 147 and bell 148 are located, so that said recorder will recordeach time the Fig. 10 shows the active circuits while the locomotive isat rest, `as for instance at a station, but not upon a block rail. Inthis instance, contacts 77 and 78 are open while contacts 89 and 90 areclosed.' As the speed control is not operating, contacts 161 and 162 areclosed and plunger 109 not being locked, contacts 127 and 128 are open.Contacts 89 andv90 and 161 and 162 being closed, magnet 119 getscurrent'and contacts 116 and 117 are closed, and consequently, whitelamp 158 burns to indicate safety Fig. 11 shows conditions while theengine is running' at normal speed, somewhere 'betweenv block towers.Under these conditions. contacts 7-7 and 78 are open, contacts 89 and 90closed-and as the speed deviceis 'in operation, contacts 161 and 162 areopen.

Plunger 109 is not locked, thus contacts 127 and 128 are open. `Contacts89 and 90 being closed, magnet 119 gets current,`so con tacts 116 and117 are `closed and thus the white safety-#lamp 158 burns.

Fig. 12 illustrates conditions where an en-l gine 1s running at speedpast a block tower,

the semaphore arm ofwhich is set at safe and with the shoe passing overthe track magnets. Current flowing through track magnets sets up inducedcurrent to relay coils 74 and 75, thereby kholding contacts 77 and 78closed. The lever comprising the jaws 86 and 87 is moved so thatcontacts 89 and 90 are open and the speed control device is -operatingto' elevate the plate 98, thereby *opening contacts 101 and 102 andclosing contacts 99 and 100. The bolt of lock v126 is not shifted,lconsequently contacts 127 and 128 are open. Magnet 119 gets current fromthe battery 135 so armature 120 is attracted, leaving trip 114 in itsnormal condition with contacts 116 and 117 closed and contacts 123 andv124 open. Thus the white lamp 158, burns to indicate safety. Fig. 13illustrates conditions where an engine is running at speed past a blocktower whose semaphore arm is set at dan-l ger. Under such conditions,ythereis no current flowing through track magnets so that contacts 77and 78 are open and when the lever comprising the jaws 86 and 87 passesover-the rail section 24, contacts 89 and 90 are open. The speed controldevice is operating to close 'contacts 99 and 100 and as the bolt oflock 126 is not thrown, con tacts 127 and'128 are open. Magnet 119receives no currentso armature 120 is pulled downward, actuating trip114 and opening contacts 116 and 117. As said plunger falls,y contacts123.and 124 are closed and as a result the circuits in which bell 148,recorder 147 and light 156 are located are closed, thereby recording thedrop of the plunger, ringing the bell and causing the red lamp to burnand simultaneously as the "iti pluger drops the steam is shut 0H andthe.

air brake valve is open to set the brakes.

Fig. 14C illustrates conditions where an engine is running slowly past ablock tower whose semaphore is set at danger, There is no currentthrough the track magnets so contacts y77 and 78 are open and the levercomprising the jaws 86 and 87 when moved opens contacts 89 and 90. Thespeed control is not operating, due to the slow movement of the train,consequently contacts 101 and 102 remain closed and contacts 99 and 100are open. As the bolt of lock 129 is not shifted to lock the plunger,contacts 127 and 128 arjgppen and as magnet 119 is receiving current tohold its armature'up, contacts 116 and 117 are closed and contacts 123and'124 open and safety lamp 158 burns. Figs. 15, 16 and 17 illustrateconditions for the second engine of a double header, that is two enginesto one train. ln all Athree cases, the plunger 109 is locked in itselevated position by an actuation of the bolt of Vlock 126 but theplunger on the iirst en gineis not locked. This arrangement provides forthe operation of all the warning and indicating devices on the secondengine, but its brakes will not be set. Fig. 15 shows conditions on thesecond engine of a doubleheader with the plunger' locked and the train'standing still, as at a station, and.

when the bolt of the lock is actuated, contacts 127 and 128 are closedsothat lamp 159 burns continuously. Fig. 16 illustrates conditions on thesecond engine ofy a double header with the plunger locked and saidengine running at speed' somewhere between block towers. l,Figa 17illustrates conditions where the engineoffadouble headerI is running atspeedpast 'a 'block tower whose semaphore `isset at danger andv with theplunger 109 locked in its elevated position..

' My improved system is adapted for use on open railways, bridges,elevated structures, tunnels and subways and where either steam orelectricity is utilized as propelling power. The system will operateunder all weather conditions that permit the operation of trains,conforms to the recognized standards of clearance of rolling equipmentand structures and the accidental destruction of any of the essentialparts of the apparatus will open a circuit 'at the time it shouldbeclosed, thereby automatically setting the brakes. The failure of thecurrent to low' through the track magnets yfor any reason when theengineis opposite said magnets, will give a warning signal and the lbrakeswill beset (provided the plunger has not been locked), and the brakesVonce set cannotl be released until the train has been brought to a stopor has been materially reduced in speed; 'Should operative conditionsrequire, 'thepspeed control inroepen Y may be utilized to permita trainto passa danger point at a predetermined slow rateblock recorder 130 atsuch points as where brakes would be applied if danger existed. When thebrakes have been automatically set Vand the speed of the'train has beenreduced or said train has been stopped, the engineer may, from hisposition in the cab, readily restore the plunger to its normal positionto permit the train toproceed. -The engineer by noting the speedindicator is at all times aware of whether or not the speed of thelocomotive is suiiiciently low to permit the passage of a point where,if the speed were high, the brakes would be set,

lt will be readily understood that various niodication'sand slightstructural changes may be resorted to in the construction of track,vasource of electrical energy for said magnets, a circuit in which saidmagnets and the source of electrical energy arelocated, which circuit isnormally closed at one point when the semaphore of the next adjacentblock is in a position to indicate safety and open when said adjacentblock i's occupied by a train, a polarized lrelay .having its armaturein circuit with the serles of magnets and their source of electr1 calenergy, a circuit and a source of electrical energy for said polarizedrelay, contacts ir said last mentioned circuit which are adapted to beclosed by means carried by the locomotiveoperating on the track, a shoecarried by the locomotive and adapted to pass over the track magnets, aseries of coils in said shoe, which coils receive an induced currentfrom the track magnets when current is iiowing therethrough, a' relay incircuit with the coils of the shoe, and electrically controlled meansfor actuating the air and steam valves of the locomotive, which lastmentioned means is controlled by the rpllay which is in circuit with thecoils of the s oe.

2. In a train controlling and stopping system the combination with arailway track divided into blocks and each block equipped with anelectrically operated semaphore, of a series of. magnets located Mieicocent one of the rails of each block of the track, a source of electricalenergy for said magnets, a circuit in which said magnets and the sourceof electrical energy `are located, which circuit is normally closed atone point when the semaphore of the next adjacent block is in a positionto indicate safety and open when said adjacent block is occupied by atrain, a polarized relay having its armature in circuit with the Seriesof magnets and their source of electrical energy, a circuit and a sourceof electrical energy for said polarized relay, contacts in said lastmentioned circuit, which are adapted to be closed by-meanscarried by thelocomotive operating on the track, a shoe carried by the locomotive andadapted to pass over the track magnets, a series of coils in said shoe,which coils receivean induced current from the track magnets whencurrent is flowing therethrough, a vrelay in ciry cuit with the coils ofthe shoe, electrically controlled means for actuating the air and steamvalves of the locomotive, which last mentioned means is controlled bythe relay which is in circuit with the coils of the shoe, and a seriesof electrically operated recording and signaling devices carried by thelocomotive, the same being controlled by the action of the relay andsaid electrically controlled means.

3. In a train controlling and stopping system the combination with arailway track divided into blocks and each block equipped with anelectrically operated semaphore, of a series of magnets located adjacentone of the rails of each block of the track, a source of electricalenergy for said magnets, a circuit in which said magnets and the sourceof electrical energ are located, which circuit is normally c osed at onepoint when the semaphore of the next adjacent block is in a position toindicate safety and open when said adjacent block is occupied bya train,a polarized relay having its armature in circuit with the series ofmagnets and their source of electrical energy, a circuit and a source ofelectrical energy for said polarized relay, contacts in said lastmentioned circuit, which are adapted to be closed carried by thelocomotive operating on the track a shoe carried by the locomotive andadapted to pass over the track magnets, a series' of coils in said shoe,which coils lreceive, an induced current from the track magnets whencurrent is flowing therethrou h, arelayn circuit with the-coils of theshoe, electrically controlled means for actuating :the'air and steamvalves of the locomotive;- which last mentioned means is controlledbythe relay which is in circuit with the coils of the shoe, and acentrifugal speed control device on the locomotive for controllingftheaction of the electrically by means controlled means associated with theair and steam valves.

4. In a train controlling and stopping system the combination with arailway vtrack divided into blocks, each of which is vequipped with anelectrically operated signal, of a series of magnets located adjacent toone of the rails of each block of the track, a source of electricalenergy in circuit with said magnets, which vcircuit is opened at onepointl when the adjacent block is occupied by a train, a shoe carried bythe locomotive of the train operating on the railway track, which shoeis adapted to pass over the magnets located adjacent to the track, meansactuated by said shoe for completely closing said circuit to energizethe track magnets when the adjacent block is unoccupied, a series ofcoils carried by the shoe, which coils receive an induced current fromthe track magnets when the same are energized, and electricallycontrolled means for actuating the air and steam valves of thelocomotive, which last mentioned means is controlled bythe inducedcurrent in the coils of the shoe.

5. In a train controlling and stopping systern the combination with arailway track divided into blocks and each block eqluipped with anelectrically operated signa of a series of magnets located adjacent oneof the rails of each block of the track, a source of electrical energyin circuit with said magnets, said circuit being normally closed atIAone point when the signal of the next adjacent block is in a positionto indicate safety and open when said adjacent block` is occupied by atrain, a polarized relay having its armature in circuit with the seriesof magnets and their source of electrical energy, a circuit, and asource of electrical energy-for saidpolarized relay, a shoe carried by alocomotive operating on thetrack, which shoe is,l adapted to pass overthe track magnets, a series of coils in said shoe, which coils receivean induced current. from the track magnets when current is flowingtherethrough, a relay in circuit with the coils of the shoe, a plungeroperatively vassociated with and adapted to actuate the steam and airvalves of the locomotive, a latch for holding said plunger in setposition, and electrically operated means controlled by 'said lastmentioned relay for actuating said latch.

6. In a traincontrolling and stopping system the combination with arailway track divided into blocks and 'each block equipped with anelectrically operated signal, of a series of magnets located adjacentone of the rails of each block of the track, a source of electricalenergy in circuit with said mag'- nets, said circuit being normallyclosed at one point when the signal of the next adjacent block .is in aposition to. indicate safety and open when said adjacent block isoccupied by a train, a polarized relay having its armature 1n circuitwith the operatively associated with and adapted toV actuate the steamand air valves of the locomotive, a latch for holding said plunger in.setposition, electrically operated means controlled by said lastmentioned relayfor actuating said latch, and means for locking theplunger in its set position,

7 l.In a train controlling and stopping system the combination with arailway track divided into blocks and each block equipped with anelectrically operated signal, of a series of magnets located adjacentone of the rails of each block of the track, a source of electricalenergy in circuit with said magnets,l said circuit being normally closedat one point when the signal of the next adjacent block is in a positionto indicate safety and open when said adjacent block is occupied by atrain, a polarized relay having its armature in circuit with the seriesof magnets and their source ot electrical energy, a circuit and a sourceof electrical energy for said polarized relay, a shoe carried by alocomotive operating on the track, which shoe is adapted to pass overthetrack magnets, a series ofcoils in said' shoe, which coils receive aninduced current from. the track magnets when current is owingtherethrough, a relay in circuit with the coils of the shoe, a plungeroperatively associated with and'ad'apted to actuate the steam and lair.valves of the locomotive,I a latch for holding said'plunger in setposition, electrically'operated means controlled by said last mentionedrelay for actuating said latch, means for locking the plunger ini'ts setposition, and an electrically operated signal controlled by the plungerlocking means for indicating the locking of said plunger..

8. l'n al train controlling and stopping sysl tem the combination with avrailway track divided into blocks. and each block equipped with anelectrically operated signal, of a series of magnets located adjacentvone -of the rails of each block'of the track, a source of electricalenergy in circuit with said magnets, said circuit being normally closedat one point when the signal of the next adjacent block is in a positionto indicate safety nioaoea pied by a train, a polarized relay having itsarmature in circuit with the series of magnets and their source ofelectrical energy, a

circuit and a source of electrical energy for said polarized relay, ashoe carried by a Ilocomotive operating. on the track, which shoe isadapted to pass over the vtrack magnets, a series of coils in said shoe,which coils receive an induced current from the track magnets whencurrent. is iiowing therethrough, a relay in circuit with the coils ofthe shoe, a plunger operatively associated with and adapted to actuatethe steam, and air .valves of the locomotive, a latch for holding saidplunger in set position, electrically operated means controlledby saidlast mentioned relay for actuating said latch, means for locking theplunger in its set position, and an electrically operated recordingdevice controlled by the downward movement of the. plunger forrecording. each downward movement thereof.

9. In a train controlling and stopping system the combination with arailway track divided into blocks and each block equipped with anelectrically operated signal, of a series of magnets located adjacentone of the rails of each blockof the track asource of electrical energyin circuit with said magnets, said circuit being normally closed at onepoint when the signal of the nextadjacent block is' in a position toindicate safety and open when said adjacent block :is occupied by atrain, a polarized relay having its armature in circuit with theseries'of magnets and their source of electrical energy, a circuit.' anda source of electrical energy for said polarized relay, a shoe carriedby a locomotive operating on the track, which shoe is adapted to passover the track magnets, a series of coils in said shoe, which coilsreceive an induced current from the track magnets when current isilowing therethrough, a relay in circuit with the coils of the shoe, aplunger operatively associated with and adapted to actuate the steam andair valves of the locomotive, a latch for holding said plunger in setposition, electrically operated means controlled by said last mentionedrelay for actuating said latch, and an electrically operated signalingdevice controlled by the latch for indicating that said latch is in itsnormal position and in engagement with the plunger.

10. In a train controlling andastoppin system the combination with arailway trac divided into blocks and each block e uipped with anelectrically operated signal, of a. series of magnets located adjacentone of the rails of each block 'of the track a source of electricalenergy in circuit with said magnets, said circuit `being normally closedat one point when the signal of the next adjacent'block is in a positionto indicate safety and open when said adjacent block is occupied by atrain, a polarized relay having its armature in circuit with the seriesof magsaid polarized relay, a shoe carried by a locomotive operating onthe" track, which shoe is adapted to pass over the track magnets, aseries of coils in said shoe, which coils receive an induced currentlfrom the track magnets when current is iowing therethrough, a relay incircuit with the coils o' the shoe, a plunger operatively associatedwith and adapted to actuate the steam and air valves of the locomotive,a latch for holding said plunger in set position, electrically operatedmeans controlled by said last mentioned relay for actuating said latch,and a centrifugal speed controlled device located on the locomotive andadapted under high speed to automatically open the circuit in which thelast mentioned electrically operated means is located, thereby actuatingthe latch to release the plunger.l

11. ln a train controlling and stopping system thp combination with arailway track divided into blocks and each biock equipped with anelectrically operated signal, of a series of magnets located adjacentone ofthe rails of each block ofthe track, a source of electrical energyin circuit with said magnets, said circuit lacing normally closed at onepoint when the signal of the next adjacent loloclr is in a position toindicate safety and open when said adjacent block' is occupied by atrain, a polarized relay having its armatureY in circuit with the seriesof magnets and their source of electrical energy, a circuit and a sourceof electrical energy for said polarized relay, a shoe carried by alocomotive operating on the track, which shoe is adapted to pass over'the 4track magnets, a series of coils in said shoe, which coils receivean induced current from the track magnets when current is flowingtherethrough, relay in circuit with the coils of the shoe, a plungeroperatively associated with and adapted to actuate the steam and airvalves of the locomotive, a latch for holding plunger in set position,electrically operated means controlled by said last mentioned relay :foractuating said latch, a centrifugal speed controlled device located onthe locomotive and adapted under high speed to automatically open tllecircuit-in which the last mentioned electrically operated means islocated, thereby actuating the latch to release the plunger, and

an electrical recorder for recording the operations the centrifugalspeed controlled device.

12. T train controlling and stopping ln system the cornhination with thesteam and air valves on a locomotivepof a plunger connected to saidvalves and adapted to close vthe same, a latch for normally holding theplunger elevated, an electrically controlled means for actuating saidlatch to release the plunger, a solenoid coil inclosing the upper end ofsaid plunger, a source of electrical energy in circuit with said coil,contacts in the circuit in which said solenoid` coil is located, acentrifugal speed governor mounted on one of the locomotive axlesl forcontrolling said contacts, and a switch in said circuit, whichswitchwhen closed permits current flow through the solenoid to normally holdthe plunger elevated or to raise the same after downward movement.-

13. n a train controlling and stopping system'the combination with thesteam and air valves on a locomotive, of a plunger con.

nected to said valves and adapted to close the same, a latch fornormally holding/ the plunger elevated,.aii electrically controlledmeans for actuating said latch to release the plunger, a solenoid coilinclosing the upper end of said plunger, a source ofelectrical energy`in circuit with said coil contacts in the circuit in which saidsolenoid coil is located, a centrifugal speed governor mounted oii oneof the Vlocomotive axles for controlling said contacts, a switch locatedin the circuit with the contacts, which switch when closed permitscurrent flow throughthe solenoid to hold the plunger elevated or toraise the saine after downward movement, and a series of: electricallyoperated recording and signaling devices which are thrown into operationwhenever the speed governor yis thrown into operation.

. M ln a train controlling and stopping system the combination with theair and steam valves on a locomotive, of a plunger adapted to operatesaid valves, a latchfor holding said plunger normally elevated, a relayfor actuating said latch, a normally closed circuit in which said relayls located, a second circuit, a relay therein, which relay is adapted toopen contacts in the first men tioned circuit, said second mentionedcircuit being normally open, and a centrifugal 'speed control devicelocated on the 4axle of the locomotive and adapted under action to closethe contacts in said second mentioned circuit. 15. ln a traincontrolling and stoppin system the combination with the air and steamvarves on a locomotive, of a plunger adapted to operatesaid valves, alatch for holding said `plunger normally elevated, a

- is adapte-t. to open contacts in the first mentioned circuit, saidsecond mentioned circuit being normally open, a centrifugal speed 12moeoee control device located on the axle of the signature' in thepresence of two Wit locomotive, and adapted under action to this 24thday of May, 1913.

close the contacts -in said second mentioned circuit, and a recorderlocated in the second 'GEORGE R' GUILD' messes,

mentioned circuit for recording the opera- Witnesses: tions of thecentrifugal speed control device. M. P. SMITH,

ln testimony whereof l hereunto afiiX my M. A. HANDEL.

